Back to EveryPatent.com
| United States Patent |
5,505,745
|
|
Taylor, Jr.
|
April 9, 1996
|
Catalytic liquid fuel product, alloy material with improved properties
and method of generating heat using catalytic material
Abstract
This invention relates to a catalytic fuel composition capable of reducing
pollutants in the combustion gasses generated upon combustion of the same.
A catalytic material is combined with a liquid, petroleum-based fuel,
mixed and solid particles are separated out to give the catalytic fuel
product. The catalytic material predominantly comprises a plagioclase
feldspar belonging mainly to the albite-anorthite series, and contains
small amount of mica, kaolinite and serpentine, and optionally contains
magnetite.
| Inventors:
|
Taylor, Jr.; Jack H. (6250 Valley Wood Dr., Reno, NV 89523)
|
| Appl. No.:
|
384133 |
| Filed:
|
February 6, 1995 |
| Current U.S. Class: |
44/320; 44/321; 44/354; 44/457; 376/100 |
| Intern'l Class: |
C10L 001/12 |
| Field of Search: |
44/321,354,320
|
References Cited
U.S. Patent Documents
| 2488530 | Nov., 1949 | Friedman et al. | 502/243.
|
| 2993336 | Jul., 1961 | Mackenzie et al. | 44/320.
|
| 3926577 | Dec., 1975 | Zetlmeisl et al. | 44/354.
|
| 4659339 | Apr., 1987 | May et al. | 44/320.
|
| 5288674 | Feb., 1994 | Taylor, Jr. | 502/63.
|
| 5387565 | Feb., 1995 | Taylor, Jr. | 502/63.
|
| Foreign Patent Documents |
| 1128946 | May., 1989 | JP | 502/243.
|
| 4007034 | Jan., 1992 | JP | 423/213.
|
Primary Examiner: McAvoy; Ellen M.
Attorney, Agent or Firm: Sughrue, Mion, Zinn, Macpeak & Seas
Parent Case Text
CROSS-REFERENCE TO RELATED APPLICATIONS
This is a Continuation-in-Part Application of my pending prior U.S.
application Ser. No. 08/197,979 filed Feb. 17, 1994, scheduled to issue on
Feb. 7, 1995, as U.S. Pat. No. 5,387,565, which in turn is a
Continuation-in-Part Application of my prior U.S. application Ser. No.
07/783,877 filed Oct. 29, 1991, now U.S. Pat. No. 5,288,674, issued Feb.
22, 1994.
Claims
What is claimed is:
1. A catalytic fuel composition comprising a product resulting from (a)
mixing a solid mineral component and a liquid petroleum-based fuel to form
a fuel mixture, said mineral component comprising plagioclase feldspar in
an amount greater than 50 wt % based on the weight of the mineral
component, said feldspar mainly comprising albite and anorthite minerals,
while allowing a portion of said mineral component to dissolve in said
fuel, and (b) removing any solid particles from said mixture.
2. The catalytic fuel composition claimed in claim 1, wherein said mineral
component further comprises a minor proportion of mica, kaolinite and
serpentine in a total amount of less than 50 wt % based on the weight of
the mineral component.
3. The catalytic fuel composition as claimed in claim 1, wherein in step
(a) said mineral component is used in a weight per volume ratio of from
about 0.5 to 7.5 lbs. per 10 gallons of said liquid petroleum-based fuel.
4. The catalytic fuel composition as claimed in claim 3, wherein said
weight per volume ratio is from about 3 to 6 lbs. per 10 gallons.
5. The catalytic fuel composition as claimed in claim 4, wherein said
weight per volume ratio is from about 4.5 to 5 lbs. per 10 gallons.
6. The emission control device as claimed in claim 1, wherein said mineral
component contains magnetite.
7. The emission control device as claimed in claim 1, wherein magnetite has
been removed from said mineral component.
8. The catalytic fuel composition as claimed in claim 1, wherein said
liquid petroleum-based fuel is selected from the group consisting of
gasoline, kerosene, diesel fuel, heating furnace fuel oils, and
petroleum-based toxic waste liquids.
Description
FIELD OF THE INVENTION
The invention relates to a catalytic device for treating combustion gas
pollutants with use of a catalytic material derived from an unusual
mineral formation of volcanic ash in either its native state, as
preconditioned by magnetic separation, or as an alloy. More particularly,
the invention relates to a catalytic material suitable for a variety of
applications including, but not limited to, (1) treatment of exhaust gases
generated by combustion of fossil fuels, both liquid and solid, and wood
materials; and (2) treatment of gases generated from incineration of tire
rubber and landfill waste; and also (3) scrubbing of steam well gases. The
catalytic material of the present invention displays a remarkable ability
to reduce the proportion of exhaust gas pollutants such as hydrocarbons,
carbon dioxide, carbon monoxide, sulfur dioxide, nitrogen oxides while
increasing oxygen output and strongly resisting deactivation by catalytic
poisons.
The catalytic material described herein can also be added to a liquid
hydrocarbonaceous or petroleum-based fuel to produce a novel fuel product
having reduced noxious emissions with increased oxygen content upon
combustion.
Further, the catalytic material can be formed into alloys with suitable
metals. Such alloys have been discovered to possess diverse and important
properties, in addition being catalysts--for example, such alloys have
been determined to have unusually increased tensile strength, temperature
resistance, acid resistance, and corrosion resistance relative to the
metal alone. The alloy material can also be conductive or non-conductive,
thus giving rise to a variety of applications. For example, the material
can be used as a superconductor or a non-conductive substrate.
Moreover, the inventive material in its native state or in an alloy form is
capable of generating heat under reduced (sub-atmospheric) pressure or
vacuum conditions by a fusion reaction.
BACKGROUND OF THE INVENTION
It is well known that the combustion of fossil fuels, e.g., gasoline,
generates deleterious automobile exhaust containing carbon monoxide,
carbon dioxide, oxides of nitrogen (primarily NO.sub.x), water, and
nitrogen. The exhaust also can contain a wide variety of hydrocarbons and
also particulates including carbon and oxidized carbon compounds, metal
oxides, oil additives, fuel additives, and breakdown products of the
exhaust system, including the exhaust-control catalysts.
These exhaust products can combine in a large variety of ways in the
atmosphere, particularly since the amounts of each material change with
operating conditions and the mechanical state of the vehicle. The
photochemical reaction between oxides of nitrogen (NO.sub.x) and
hydrocarbons (HC) that caused the original interest in the automobile as a
source of pollution has been investigated extensively.
Due to the now well-appreciated harmful effects of the vehicle emission
pollutants to both health and to the environment in general, ever
increasing stringent air quality standards are being imposed on emissions
at both a federal and state level.
Also, many commercial operations, industrial processes or even home heating
systems generate noxious gaseous chemical by-products, the removal of
which must comply with federal or state regulations. These regulations may
be highly expensive to meet with, if not cost prohibitive, using current
exhaust gas treatment technology. Therefore, the anticipated benefits of
improved environmental quality confers a very high value on any new
engineering technology that might be useful to meet the regulatory air
quality standards.
A known technology for control of exhaust gas pollutants from both
stationary and mobile sources is their catalyzed conversion into more
innocuous chemical species. Conventional oxidation catalysts used in this
regard promote further burning of hydrocarbons and carbon monoxide in the
exhaust gas. The normal operating temperature is 480.degree. to
650.degree. C. Oxidation catalysts in current use normally start oxidizing
within two minutes after the start of a cold engine and will operate only
when the catalytic species is sufficiently heated to achieve an activation
temperature.
Known oxidation catalysts consist of platinum and mixtures of platinum and
other noble metals, notably palladium. These metals are deposited on
alumina of high surface area. The alumina ceramic material is typically
capable of withstanding very high temperatures. The ceramic core has
thousands of passages--about 240 per square inch. These passages present
an enormous surface area for contact with the exhaust as it passes through
the catalytic converter. The ceramic passages are coated with the platinum
and palladium metals. These metals provide the catalysts.
When properly contained in the muffler-like shell of the catalytic
converter, the catalysts will reduce hydrocarbon and carbon monoxide
pollutants by changing them into more harmless products of water vapor and
carbon dioxide. Another common form of oxidization catalyst involves a
monolith in a honeycomb configuration to provide the necessary surface
area and a top layer of the deposited catalytic metal species. The
selection of one or the other above catalytic configurations is dictated
by the kind of vehicle usage, as understood in the field.
However, conventional catalytic devices and catalytic species used therein
have serious drawbacks in that they typically are susceptible to
poisoning, i.e., deactivation resulting from chemical changes caused by
the combined effects of thermal conditions and contamination as
characterized by a chemical reaction of a contaminant with the supported
catalysts. For instance, the most notorious poison for vehicular catalytic
converters is the lead compound used as an anti-knocking agent. The
poisoning of the catalysts by the contaminant, such as lead, is
irreversible.
Moreover, many conventional catalysts also are susceptible to inhibition,
or so-called reversible poisoning because of its temporary effect, due to
exposure of the catalytic species to many common exhaust gas components
such as carbon monoxide, nitrogen oxides or even some reduced sulfur
compounds.
Compounding the poisoning problem encountered with many conventional
catalysts used in treatment of exhaust gases is the demand for a more
versatile catalytic species having applicability to diverse areas of
exhaust gas treatment.
For instance, the federal and state regulatory attitude is ever
increasingly stricter in imposing emission control standards covering a
plethora of both commercial and private emission sources, e.g., coal
burning plants and stoves, wood burning stoves, garbage incineration, used
tire incineration, and not merely vehicle exhaust regulation.
Therefore, in an effort to meet current and perhaps even stricter future
environmental air quality objectives, many public and private concerns
have urgently awaited any possible innovations in the catalytic exhaust
control field which might meet these standards.
SUMMARY OF THE INVENTION
One of the objects of the present invention is to provide an emission
control device containing a catalytic material capable of reducing the
level of harmful pollutants contained in exhaust gases generated by the
combustion of fossil fuels, wood materials, rubber materials and the like.
It is another object of the present invention to provide a catalytic
material which is not only capable of reducing the hydrocarbon, carbon
monoxide and carbon dioxide emissions from burnt fossil fuels, but which
also can reduce NO.sub.x emissions while concomitantly increasing the
oxygen (O.sub.2) content of the catalytically treated exhaust.
It is still another object of the present invention to provide an improved
catalytic material which is highly resistant to poisoning from exhaust
contaminants and has versatility in treating a wide diversity of
combustion gas material generated from, for example, solid and liquid
fossil fuels, other carbonaceous materials such as wood and garbage, as
well as used tire rubber.
It is yet another object of the present invention to provide a catalytic
material useful for scrubbing of steam well gases.
Towards achieving the above and other objects of the present invention,
this invention provides for a novel catalytic material obtained from a
volcanic ash material located in northern Nevada, Washoe County, near
Pyramid Lake.
The inventive material comprises predominantly, i.e., greater than 50% by
weight, plagioclase feldspar. Plagioclase is a general name for triclinic
feldspars having anorthic or asymmetric crystal structure of three unequal
long axes at oblique angles. Feldspar comprises the mineral K.sub.2
O,Al.sub.2 O.sub.3,6SiO.sub.2.
Moreover, the predominant mineral component, plagioclase feldspar, belongs
to the albite-anorthite series; in other words, the feldspar material
itself comprises albite and anorthite minerals. The albite (NaAlSi.sub.3
O.sub.8) and anorthite (CaAl.sub.2 Si.sub.2 O.sub.8) minerals are
completely compatible and together form an isomorphous series ranging from
the pure soda feldspar at the one end to the pure lime feldspar at the
other end of the isomorphous series. There are isomorphous relations
between these two molecules and substantial identity of crystal structure.
For example, the sodium and calcium atoms, on one hand, and the silica and
aluminum atoms, on the other, may replace each other in the structure.
Additionally, the inventive material contains minor amounts of other
minerals, which, in sum, comprise less than 50% by weight of the total
weight of the inventive material. Among the minerals which may constitute
the "minor components" of the material and which have been identified as
mica are --KAl.sub.2 Si.sub.3 AlO.sub.10 (OH).sub.2, kaolinite--H.sub.4
Al.sub.2 Si.sub.2 O.sub.9 or 2H.sub.2 O.Al.sub.2 O.sub.3.2Si.sub.2 and
serpentine--H.sub.4 MgSi.sub.2 O.sub.9 or 3MgO.2SiO.sub.2.2H.sub.2 O.
These minerals are considered to constitute the bulk of the minor
components, but the material obviously may contain a variety of other
impurities, i.e., small amounts of other minerals and trace amounts of
various metals and other elements. In its native state, the material also
contains magnetite (FeO.Fe.sub.2 O.sub.3).
While it has been discovered that the inventive material of the present
invention can exhibit the catalytic effect in its native state, it has
further been discovered that the catalytic effect can be enhanced when the
inventive material is subjected to a magnetic separation treatment to
remove magnetite (Fe.sub.3 O.sub.4 or FeO.Fe.sub.2 O.sub.3).
It is still another object of the present invention to provide for a novel
fuel product in which the inventive material of the present invention, in
either its native state or after having been subjected to a magnetic
separation treatment to remove magnetite, is added to a liquid
hydrocarbonaceous or petroleum-based fuel source (such as gasoline,
kerosene, diesel fuel, or fuel oil for heating furnaces). The inventive
material is mixed with and partially dissolved in the fuel source, then
any remaining solid particles are removed by, e.g., filtration. The
resulting composition comprises a novel fuel product which, upon
combustion, produces emissions having less harmful hydrocarbons, carbon
monoxide, carbon dioxide, NO.sub.x, sulfur dioxide and similar pollutants,
while having increased oxygen content. Thus, the novel fuel product can be
used as a catalytic source of fuel.
The inventive material may also be combined with a metal to form a
catalytic alloy material. The catalytic alloy material likewise exhibits
unique catalytic properties, as described herein. Further, catalytic alloy
material has been discovered to have other unique properties, in addition
to catalytic properties. For example, the alloy material has increased
tensile strength, temperature resistance, acid resistance, and corrosion
resistance in comparison to the metal component of the alloy alone. Also,
the alloy material can be produced in non-conductive or conductive form,
as desired, thus leading to a variety of applications.
The inventive material can also be used in its native state, having
magnetite removed, or in an alloy form to produce cold fusion and/or warm
fusion. In other words, under reduced pressure or vacuum conditions in a
controlled environment, the material has been observed to generate heat.
The novel features which are considered as characteristic for the invention
are set forth in particular in the appended claims. The invention itself,
however, both as to its construction and its method of operation, together
with additional objects and advantages thereof, will be better understood
from the following description as specific embodiments when read in
connection with accompanying drawings.
Also, while the precepts of the present invention are presented in the
context of an emission control device inserted into the output of an
exhaust manifold of an internal combustion engine, it is to be understood
that the inventive material and principles of its use described herein are
adaptable to many other types of combustion gas treatment units.
BRIEF DESCRIPTION OF DRAWINGS
FIG. 1 represents a perspective view of an emission control device
containing the catalytic material of the present invention when inserted
into the output manifold of an internal combustion engine.
FIG. 2 depicts a perspective view of an emission control device containing
the catalytic material of the present invention when inserted into the
exhaust pipe of a two-cycle engine pulse air system.
FIG. 3 shows a perspective view of an internal combustion engine, such as a
4-, 6- or 8-cylinder engine, showing various usages of the catalytic
material of the present invention.
DESCRIPTION OF THE PREFERRED EMBODIMENTS
In the present invention, a catalytic material is used which is a volcanic
ash obtained from an unusual mineral formation located in northern Nevada,
Washoe County, near Pyramid Lake.
While the igneous raw mineral used in the present invention is available in
different forms, two exemplary types of the material include the
following: (1) a mineral substance which is light beige in color and
resembles a sandstone type of material or texture, and (2) a mineral
substance which is black in color and resembles a basalt type of material.
Based on expert interpretations of X-ray studies and other elemental
analyses performed on the inventive material, both of the above-described
strains of the inventive material are principally constituted by
plagioclase feldspar and possess a complex morphology and esoteric
composition.
The predominant (i.e., greater than 50 weight %) mineral component,
plagioclase feldspar, is considered to belong to the albite-anorthite
series. The albite (NaAlSi.sub.3 O.sub.8) and anorthite (CaAl.sub.2
Si.sub.2 O.sub.8) minerals are completely compatible in terms of their
crystal structure, and together form an isomorphous series ranging from
the pure soda feldspar at the one end to the pure lime feldspar at the
other end of the series. There are isomorphous relations between these two
molecules and substantial identity of crystal structure. The sodium and
calcium atoms, on one hand, and the silica and aluminum atoms, on the
other, may replace each other in the structure.
Also, as noted above, other minerals may be present in the material in
amounts of up to (in sum total) 50% by weight, including, but not
necessarily limited to, minor amounts of mica--KAl.sub.2 Si.sub.3
AlO.sub.10 (OH).sub.2, kaolinite--H.sub.4 Al.sub.2 Si.sub.2 O.sub.9 or
2H.sub.2 O.Al.sub.2 O.sub.3.2Si.sub.2 and serpentine --H.sub.4 MgSi.sub.2
O.sub.9 or 3MgO.2SiO.sub.2.2H.sub.2 O. However, as noted above, a variety
of impurities (other minerals, trace amounts of metals and other elements)
are also present, including magnetite.
ICP (Inductively Coupled Plasma) and AA (Atomic Absorption) analyses were
performed on the inventive material under the following protocol. The
inventive lo material, as obtained from the source location described
herein, was ground and homogenized by means of a disk disintegrator in
order to obtain fraction of less than 100 mesh. Certain samples from the
ground material were subjected to magnetic separation (i.e., removal of
magnetite) and then treatment at temperatures of 500.degree. C.
(932.degree. F.) or 750.degree. C. (1382.degree. F.) for two hours. The
testing samples were numbered as follows:
1. Original inventive material (clumps removed by mechanical grinding).
2. Inventive material after magnetic separation.
3. Magnetic fraction isolated from the original inventive material.
4. Inventive material after magnetic separation and after treatment at
500.degree. C.
5. Inventive material after magnetic separation and treatment at
750.degree. C.
Samples 1, 2, and 3 were then digested in acids using the following
procedure:
1 gram of a sample was placed in teflon beaker and added 15 ml nitric acid
(HNO.sub.3), 10 ml percloric acid (HClO) and 2 ml hydrofluoric acid (HF).
That beaker was covered with teflon lid and placed on a 250.degree. F.
hotplate for 11/2 hours. Then the cover was removed and mixtures were
evaporated at 300.degree. F. for 4 hours. The residue in the beaker was
cooled and added 5 ml HNO.sub.3 and 20 ml distilled water. The mixture was
boiled for 5 minutes and diluted to 50 ml in volumetric flask with
distilled water. That solution was analyzed for metal (but not Si/silica
content--see below) content by means of Inductively Coupled Plasma (ICP)
using Perkin-Elmer Plasma II Emiston Spectrometer and by means of Atomic
Absorption Spectrometer using Perkin-Elmer AAS-3100.The results from these
analyses are shown in Table 1.
TABLE 1
__________________________________________________________________________
"ICP" AND "AA" ANALYSIS OF MATERIAL IN PPM
Sample
Number
__________________________________________________________________________
Zn Cd Pb Cu Co Ni Fe Mn Y Mq Ca
__________________________________________________________________________
1 50 10 30 10 0 0 21500
475 10
3715
14740
2 45 0 35 10 0 0 11000
340 10
3440
15585
3 840
40 80 40 45 0 507000
3875
20
375
11235
__________________________________________________________________________
Mo W B Ba P Nb Ti As Cr
Sb Ta
__________________________________________________________________________
1 0 10 40 1100
385 15 1325 10 0
10 15
2 0 0 35 1110
300 15 1325 10 0
0 20
3 0 20 35 210
3115
175
1300 40 30
50 105
__________________________________________________________________________
Bi Be V Zr Na K Al
__________________________________________________________________________
1 0 0 30 75 30300
26500 111740
2 0 0 10 75 30200
26100 105220
3 10 10 845
40 4010
2800 10460
__________________________________________________________________________
To determine the SiO.sub.2 content from samples 1, 2 and 3, the samples
were also subjected to high pressure digestion in hydrofluoric acid in
order to dissolve the materials. The samples were then analyzed as above,
and SiO.sub.2 content was found to be 66.3 wt % for sample 1, 67.1 wt %
for sample 2, and 11.7 wt % for the magnetic fraction, sample 3. Overall,
these elemental analyses of samples 1 and 2 confirm the mineral content of
the material discussed above.
Also, after temperature treatment at 500.degree. C. or 750.degree. C.
(samples 4 and 5), the inventive material was subjected to X-ray
diffraction analysis. The results revealed a material comprising mainly
plagioclase feldspar and traces of mica. Kaolinite and serpentine were
also believed to be present but did not appear on the charts since these
compounds release their crystallization water when heated.
Also, ICP and DC plasma analyses on a sample of the inventive material
further detected the presence of the following elements, beyond those
already noted in Table 1 above, in trace amounts in the material (on the
order of 0.5 ppm to 0.02% by weight for each element): Silver, molybdenum,
nickel, tin, lithium, gallium, lanthanum, tantalum, strontium, zirconium,
and sulfur. In addition, the presence of the following oxides was
confirmed: silica (SiO.sub.2), titanium dioxide (TiO.sub.2), alumina
(Al.sub.2 O.sub.8), iron oxide as Fe.sub.2 O.sub.s (magnetite) , manganese
oxide (MnO) , magnesium oxide (MgO), calcium oxide (CaO), sodium oxide
(Na.sub.2 O), potassium oxide (K.sub.2 O), and phosphorous oxide (P.sub.2
O.sub.5).
Another aspect of the present invention is the discovery that the inventive
material can be used as a catalyst in at least two different states. For
instance, the inventive material can be used in its native state or,
alternatively, the inventive material can be combined with a suitable
metal and subjected to conventional foundry furnace processing at
appropriate temperatures, e.g., approximately 2000.degree.-4000.degree.
F., to form a solid metal alloy variation of the inventive material. This
material is referred to herein as the "catalytic alloy material."
In either practical variation, the inventive material can be subjected to
magnetic separation treatment to remove magnetite, in the main, before use
of the material as a catalyst in its native state or after the foundry
treatment to form an alloy. The magnetic separation treatment can be
performed with a conventional ferromagnetic device or a conventional
electromagnetic device.
The invention is first illustrated in greater detail herein with exemplary
usage of the inventive material in its native state (preferably after
agglomerated clumps are mechanically eliminated), followed by a more
detailed discussion of the catalytic alloy material.
As another important aspect of the present invention, it has been
determined that the inventive material of the present invention exhibits
its unexpected catalytic effect after being activated by heating to and
maintaining a temperature of approximately 850.degree. F. or higher.
However, this activation can be accomplished in-situ (in the automobile
exhaust system) if the activating temperature of approximately 850.degree.
F. or higher is experienced by the emission control device as installed in
the hot exhaust system.
On the other hand, if the exhaust system does not operate continually at
the activating temperature, then external heating sources, described in
greater detail hereinafter, may be used to provide the supplemental
heating needed for activating the inventive material in the installed
emission control device.
Unlike conventional honeycomb systems with platinum or palladium, the
mineral substance of the present invention will not clog up a honeycomb
surface so as to necessitate replacements of the converter after a given
period of usage.
Also, and significantly, the inventive material or alloy substance of the
present invention does not become deactivated or poisoned due to exposure
to exhaust contaminates such as lead. Therefore, the inventive material of
the present invention is particularly useful for catalytic treatment of
combusted leaded gasoline.
Moreover, the nature of the inventive compound or alloy compound of the
present invention allows for applications to be cast, shaped, and/or
fabricated into any desired configuration commensurate with the specific
usage, such as car exhaust manifolds, and coal burning smokestacks and
stoves requiring customized designs of the emission control device.
Additionally, it has been determined that the catalytic effect of the
inventive material of the present invention is demonstrated in its native
state, but this catalytic effect also can be significantly enhanced after
subjecting the original inventive material to a magnetic separation
treatment. During the magnetic separation, the black fraction of the
material is taken out which mainly comprises magnetite (Fe.sub.3 O.sub.4
or FeO.Fe.sub.2 O.sub.3). The magnetic fraction may also contain
hydroxylapatite--Ca.sub.5 (PO.sub.4).sub.3 OH.
When heated to 220.degree. C. in oxygen, the inventive material remaining
after magnetical separation changes in color to red Fe.sub.2 O.sub.3
without, however, any noticeable change in magnetism or the X-ray
structure pattern, but when heated further to 550.degree. C., all
magnetism disappears. This loss of magnetism is believed to be associated
with the color change observed in the material during heating at the
higher operating temperatures of 850.degree. F. or higher.
While the inventive material of the present invention has many and diverse
possible applications, as suggested above, the use of the inventive
material in an emission control device inserted in an exhaust manifold
output of an internal combustion engine is described in detail below for
illustration purposes.
It has been discovered that an emission control device containing the
inventive material of the present invention, when inserted into the
exhaust system of a gasoline engine, will reduce the harmful emissions of
hydrocarbons, carbon monoxide and carbon dioxide by as much as 72% of the
original content. Moreover, a reduction in the NO.sub.x emissions is
observed concomitant with an increase in the emission of oxygen (O.sub.2).
An illustrative depiction of the emission control device, as to be
installed, is provided in FIG. 1. The elements depicted in FIG. 1 are
described below by reference to their assigned reference numerals.
1 tail pipe
2 Retaining ring
3 Seal
4 Self-locking nut
5 Clamp
6 Clamp belt
7 Silencer
8 Seal
9 Air inlet hose
10 Hose clip
11 Grommet
12 Connecting pipe
13 Gasket-pre-heater pipe (left)
14 Gasket-pre-heater pipe (right)
15 Gasket-exhaust pipe flange
16 Self-locking nut
17 Clamp
18 Heat exchanger
19 Bolt
20 Pin
21 Circlip
22 Heater cable link
23 Pin
24 Clamp washer
25 Heater flap lever (left)
26 Lever return spring (left)
27 Emission Control Device (E.C.D.)
The E.C.D. insert device 27 can be installed without the need for
modification of the existing engine exhaust system. However, atmospheric
air must be prevented from entering the manifold before the emission
control device (E.C.D.). All connections must be sealed.
In order to achieve satisfactory operating efficiency of the E.C.D., the
optimum exhaust gas temperature is 850.degree. F. or above. The
temperature is measured at the base of the E.C.D. In cold engine starting,
and in some engines when idling, the exhaust gas temperature is below
850.degree. F., so when this occurs, an external thermostat-controlled
preheater device (not depicted) is attached to the E.C.D. For instance, a
heating wire (not depicted) is connected between the E.C.D. and a remote
thermostat. The heating wire is preferably coated with inventive material
using the same type of paste employed in the E.C.D. and described
hereinafter.
When using the preheater device, the E.C.D. begins to function within one
minute of a cold engine start. When the engine exhaust gas temperature
rises to 850.degree. F. the thermostat automatically turns off the
preheater and remains off unless the temperature falls below 850.degree.
F. The preheater can be powered by the existing vehicle battery and
produces an amperage load approximately equal to a factory installed
cigarette lighter. Activation of the preheater can be accomplished through
the accessory section of the ignition switch, so there is no battery
current drain until the engine is started.
In the event E.P.A. regulations change to include cold engine starting, the
E.C.D. can simply be controlled in a similar manner as adapted from known
diesel engine preheaters for cold starting in current use.
As depicted in FIG. 1, the E.C.D. 27 is tubular in construction or,
alternatively, of strip construction, and is mounted in a standard exhaust
manifold to tail pipe flange. The tube section O.D. is determined by the
I.D. of the exhaust manifold opening. Since the manifold port inside
diameter is greater than the exhaust tail pipe I.D., the device may be
inserted into the manifold without creating exhaust back pressure.
The tube portion of the E.C.D. may be steel or steel alloy or a ceramic.
The tube is attached to a standard exhaust pipe flange that bolts directly
to the manifold. When the device is installed, the tube portion inserts
into the manifold and the flange is sandwiched between the manifold and
the exhaust tail pipe flange. The preheater electrical conductor protrudes
through, but is insulated from the flange, and connects directly to the
thermostat.
Since the tube acts only as a carrier for the reactive coating, the
composition of the tube carrier need only be selected with the constraint
that it is able to withstand the high temperature of the exhaust gas and
the operating temperature of the E.C.D. In this regard, high temperature
ceramic tubes are useful.
The active ingredient of the E.C.D. is a coating containing the inventive
material as applied to the tube surface portions, both inside and outside,
and also onto the preheater wire, if needed.
In order to provide this coating, the inventive material described above is
first dry pulverized to powder size of no less than 40 mesh but sufficient
to eliminate clumps. Then the inventive mineral material is applied to the
surface of the E.C.D. tube in a dispersed state in a high temperature
ceramic paste, then cured in an oven at elevated temperature. A
representative ceramic paste is Zirconia Ultra Hi-Temp Ceramic supplied by
CoTronics Corp. This paste can withstand heat of up to 4000.degree. F..
Installation of the Emission Control Device can be accomplished by the
procedure of placing the vehicle on a hoist, removing the manifold-to-tail
pipe bolts, lowering of the pipe approximately three inches. Then, the
tube portion of the E.C.D. is inserted into the exhaust manifold, then the
flange is aligned with the manifold bolt, and then the tail pipe is
replaced and the manifold bolt tightened.
On 2-4 and 6-cylinder engines having one exhaust manifold, one E.C.D.
typically is used. On a V6 and V8 engines, the E.C.D. is inserted in each
manifold.
The basic shape of the device can be maintained for all engines, but the
size is determined by the cubic inch displacement of the engine.
Approximately five flanges and tube sizes will fit U.S. vehicles and some
foreign vehicles. The emission control device of the present invention can
be used alone as a catalytic converter for the exhaust system of a
gasoline engine or, more desirably, can be used to augment existing
exhaust systems.
When installed in older vehicles and any four cycle gasoline engines, the
emission control device of the present invention acts as a catalytic
converter transforming the engine into a clean emission engine which meets
current state emission standards. Also, while automotive manufacturers
have different exhaust configurations, the emission control device of the
present invention can be adapted to physically fit the different engine
exhaust pipes in ready fashion. Nonetheless, the operating efficiency of
the emission control device of the present invention remains the same.
FIG. 2 shows another preferred embodiment for the E.C.D. FIG. 2 generally
depicts a two-cycle engine pulse air system. Numeral 30 illustrates the
connection to the cylinder head exhaust. E.C.D. 35 is retrofitted into the
existing exhaust pipe 36. The cut-away part of the exhaust pipe 37
connects to the muffler. As shown, a tubular type E.C.D., similar to that
described in FIG. 1 above, is inserted in the exhaust pipe 36 below air
tube 38 connecting to chamber 34. The basic construction and operation of
a two-cycle engine pulse air system would be well understood by one of
ordinary skill in the art, FIG. 2 being illustrative and showing other
conventional components such as igniter 6 volt @3 amp 33, pulse air intake
31, and pulse air valve 32. The tube portion of E.C.D. 35 may be steel,
steel alloy, or ceramic, similar in construction and operation to that
described above with reference to FIG. 1. Again, the tube portion acts
only as a carrier for the reactive coating which contains the inventive
material, preferably applied to the tube surface portions both inside and
outside as a ceramic paste. Alternatively, the reactive coating may be the
catalytic alloy material which is described in more detail hereafter. The
alloy version can be applied, for example, by dipping the carrier in
molten alloy and allowing the alloy to solidify on the desired surfaces.
FIG. 3 represents a perspective view of an internal combustion engine 40,
which would be understood to include 4-, 6-, and 8-cylinder engines in
widespread usage today. The construction and operation of such internal
combustion engines, designed primarily for automotive vehicles, are well
known and understood by one of ordinary skill in the art. In FIG. 3,
combustion exhaust gases exit the engine through exhaust ports 41, then
through exhaust manifold 42, exhaust manifold outlet 43, through exhaust
pipe 44, exhaust muffler 45, and exit through tailpipe 46 in a known
manner. In accordance with a preferred embodiment of the present
invention, the inventive material, in either its raw material form or the
catalytic alloy material form described in more detail hereafter, can be
used to reduce noxious emissions in a number of locations. For example, an
E.C.D. 51 showing the reactive coating 52 can be inserted into the
manifold at the cylinder head exhaust ports. The E.C.D. is similar in
construction and operation to that described above with respect to FIGS. 1
and 2. Also, an E.C.D. 51 can be adapted to be inserted into the exhaust
manifold through flange portion 50, i.e., sandwiched between the manifold
42 and the exhaust pipe flange 50 at the exhaust manifold outlet 43. Still
further, an E.C.D. can take the form of that depicted as 52, which is an
expanded tube designed to be installed inline in the exhaust pipe 44. A
section of the exhaust pipe is cut out and the E.C.D. installed by use of
standard exhaust pipe clamps or by welding. If desired, this E.C.D. 52 may
be adapted to contain a preheater 48 and thermostat 49, the thermostat
being controlled by the accessory side of the ignition switch. The raw
inventive material, or the catalytic alloy variation described in further
detail below, is coated (see 52) on the interior diameter of the tube
section and may also be coated on the preheater coil. An alloy E.C.D. 53
in the shape of a bolt can be inserted directly into the exhaust pipe 44
at any location, but preferably between the exhaust manifold outlet 43 and
muffler 45 as shown in FIG. 3.
As can be appreciated from the descriptions provided herein, the catalytic
device and inventive material of the present invention provide an improved
catalytic material which is highly resistant to poisoning from exhaust
contaminants and has versatility in treating a wide diversity of
combustion gas material generated from, for example, solid (e.g. coal) and
liquid fossil fuels, other carbonaceous materials such as wood and
garbage, as well as used tire rubber.
The inventive material in either its native state or a state having had
magnetite removed can also be used to create a novel catalytic fuel
product as described below. By adding the inventive material to a liquid
hydrocarbonaceous or petroleum-based fuel source, such as gasoline,
kerosene, diesel fuel, fuel oil for heating furnaces, or petroleum-based
toxic waste liquids, allowing the resulting mixture to stand for a certain
period of time while undergoing gentle agitation or mixing, and then
subjecting the mixture to ultrafiltration or other separation technique to
remove solid particulates, the resulting fuel product has improved
catalytic properties. That is, upon combustion of the fuel product, the
exhaust gasses contain less pollutants, such as hydrocarbons, carbon
dioxide, carbon monoxide, sulfur dioxide, and nitrogen oxides, and an
increased oxygen output in comparison to an untreated fuel source.
A typical catalytic fuel product in accordance with the present invention
can be made as follows. About 4.5 pounds of the inventive material in its
native state were crushed with a stone crusher to grind the ore into fine
particles. An impact mill can also be used for this procedure, if desired,
or any other apparatus capable of producing fine particulates of the
inventive material can be used. The resulting fines were added to ten
gallons of petroleum fuel, and the resulting mixture was allowed to sit
for approximately four days while gently agitating the mixture. At least
some of the inventive material dissolves in the fuel during this time.
After the mixing period, the mixture is subjected to ultrafiltration using
fine filter paper having a pore size of about one micron, to remove any
solid particles in the mixture. Filtration is only one example of a
separation technique which could be used; it would be understood that
other techniques, such as centrifugation as one example, could be used, if
desired. The goal is to remove all solid particles from the fuel mixture,
if possible. The resulting filtered fuel product exhibits improved
catalytic properties. That is, upon combustion, exhaust gasses have been
demonstrated to contain less contaminants (e.g., hydrocarbons, carbon
monoxide, and carbon dioxide emissions, as well as reduced NO.sub.x
emissions), whereas the oxygen content of the exhaust is concomitantly
increased.
Good results have been demonstrated for catalytic fuel products made as
above using the inventive material (in its native state, or a state having
had magnetite removed as discussed above) in a general weight per volume
ratio of about 0.5 to about 7.5 pounds per 10 gallons of liquid fuel to be
treated. A more preferred range is from about 3 to about 6 pounds of
inventive material per 10 gallons of fuel, and the most optimum results
have been demonstrated using about 4.5 to 5 pounds of inventive material
per 10 gallons of fuel source. Further, while the best results have been
demonstrated when the mixture of inventive material and fuel source has
been allowed to undergo mixing or agitation on the order of three to four
days, it would be understood by one of ordinary skill in the art that
shorter or longer times can be used for this step of the process, as
desired.
Petroleum-based toxic liquid wastes can be treated in the same manner as
hydrocarbonaceous fuel sources by adding the inventive material (in either
its native state or in a state from which magnetite has been removed) to
the toxic liquid waste in the same manner as described above. Upon
combustion, noxious emissions, including sulfuric acid and other
sulfur-based emissions in particular, have been observed to be
unexpectedly decreased.
The inventive material in this particular application as a fuel additive
can be mixed with the hydrocarbonaceous or petroleum-based liquid fuel
during a wide variety of stages of fuel production, or can be added to an
end product ready for consumption (e.g., gasoline). For example, the
inventive material can be added during various stages at an oil refinery
in the production of leaded or unleaded gasoline from crude oil, including
the refining process. Further, a fuel additive mixture can be made for
direct addition to the fuel tanks of vehicles where the catalytic fuel
product becomes mixed with gasoline contained in the tank.
As noted above, the applicant has further discovered that the inventive
material can be used as a catalyst in at least two different states. For
instance, the inventive material can be used in its native state or,
alternatively, the inventive material can be combined with a suitable
metal and subjected to foundry furnace processing to form a solid metal
alloy variation of the inventive material.
Like the raw mineral variation, the alloy variation of the inventive
material reacts on the exhaust gases in a similar manner as does other
proven catalytic converters with the following advantages.
The catalytic alloy material requires no additional chemical compositions,
such as platinum sprays, impregnated materials applied to acrylics, or
aluminum bodies, to create the catalysis reactions. With the density and
the solid mass techniques, the catalytic alloy material, unlike the
honeycomb systems used, will not clog up the honeycomb surface resulting
in a need to replace the converter after a given period of usage. The
resulting catalytic alloy material is cheaper to manufacture and install,
offering a consumer a viable alternative at less cost.
In view of the non-clogging and reaction mass offered in the catalytic
alloy material, it successfully reacts in treatment of exhaust/combustion
gases associated with coal burning, autos, garbage incineration,
industrial coal applications, tire incineration, and waste product
removal. The inventive material can also be used to purify water by
removing contaminants therefrom, by simply passing the water to be
purified through an appropriately designed sample of the material. The
catalytic alloy material can be developed with pre-heating capabilities
either by induction or resistant methods to facilitate its use at low
temperatures. The catalytic alloy material can also be added to some types
of fuels for use in exhaust systems.
To form the desired catalytic alloy material, the inventive material, in
its native state or having had magnetite removed, is mixed with a suitable
metal. The raw inventive mineral material is first crushed, for example,
with a standard ore crusher. The selected metal is then heated to a
desired melting temperature, usually within the range of
2000.degree.-4000.degree. F. for most metals; typically, the metal is
melted in a furnace crucible. The crushed raw material may then be added
to the molten metal. While this sequence is preferred, it will be
understood that the metal and crushed raw material can be mixed together,
then heated, if desired. Examples of suitable metals include copper, iron,
steel, stainless steel, brass, titanium, cast iron, aluminum, magnesium,
etc. Of course, alloys of these and other metals can be chosen, if
desired, depending on the ultimate end use of the catalytic alloy
material. In general, the amounts of mineral component and metal,
respectively, are not critical. Amounts of raw material as low as about 1%
by weight may be suitable for some applications. Preferred relative
proportions are preferably from about 10 to about 75 wt % inventive
material and from about 90 to about 25 wt % metal. The applicant has found
that the optimal effects of the invention will be achieved with varying
amounts of raw material/metal. Samples have been made using a ratio of
about 30 wt % copper/70 wt % raw material, 50 wt % titanium/50 wt % raw
material, 50 wt % aluminum/50 wt % raw material, 75 wt % stainless
steel/25% wt % raw material, and 30 wt % brass/70 wt % raw material. For
automobile applications, these alloys have been found to exhibit excellent
catalytic effects as to reducing pollutants in the exhaust gases while
increasing the O.sub.2 content of the catalytically treated exhaust in the
manner described above.
The inventive material and the metal are combined together, as described
above, to form a mixture. The mixture is then subjected to conventional
foundry furnace processing to form a solid metal alloy compound.
Typically, furnace temperatures are preferably from about 2000.degree. to
4000.degree. F., depending on the metal used. For example, a temperature
range of 2200-2400 works well for copper. On the other hand, stainless
steel is known to melt at higher temperatures. The appropriate melting
temperatures and times would be readily apparent to one of ordinary skill
in the art. An average processing time in the furnace is about 1/2 to 4
hours, after which the alloy material can be cast or molded into desired
configurations or solidified and re-melted later.
A solidified catalytic alloy material can be re-melted by appropriately
heating it. Ceramic, metal, or wire configurations, which are pre-shaped
or designed, can be dipped into or plated with the re-melted catalytic
alloy material. Solid alloy devices can be cast, shaped, or fabricated to
any desired configuration, for catalyst uses such as combustible
applications, fire boxes, or stacks.
The catalytic alloy material can be used in some exhaust applications when
the ceramic paste material version (discussed above with respect to the
E.C.D. in FIG. 1) may be unsuitable. The catalytic alloy material can be
ground to a very fine mesh and then can be flame coated (using a
commercial unit) on the substrate. The alloy material is applied with a
torch-like device which sprays onto preformed units or devices.
In furnace and stove catalytic applications, the catalytic alloy material
should be located just beyond the flames and maintained at 850.degree. F.
or higher for best results. The alloy can also be heated and used to
remove harmful gases (such as H.sub.2 S) in water in steam-well generating
plants. The catalytic alloy material can also be used to clean up toxic
material.
Besides having catalytic properties, alloy materials of the type described
above have been discovered to possess other important and unexpectedly
improved properties relative to any of the metals alone (e.g., copper,
steel, stainless steel, brass, titanium, aluminum, nickel, magnesium, or
other desired metals). In particular, such alloy materials have been
discovered to possess unusually increased tensile strength when the
inventive material in its native state, or having had magnetite removed,
is combined with the metal in a relatively low concentration. A preferred
amount of the inventive material is from about 0.5 to about 25% by weight
and a particularly preferred amount of the inventive material is from
about 1% to about 5% by weight based on the weight of the metal used to
form the alloy. Such alloys can be produced in the same manner as
described above for the catalytic alloy material. As one example, when
about 3 parts by weight of the inventive material in its native state are
combined with about 100 parts by weight of aluminum to form an alloy, the
tensile strength was increased approximately ten-fold relative to aluminum
alone. That is, aluminum is known to have a tensile strength in the range
of 18,000 to 22,000 psi, whereas the tensile strength of the resulting
alloy material was measured to be approximately 119,000 psi.
The same type of alloy materials have also been discovered to have
unusually high heat-resistance. That is, alloys made using relatively low
weight percentages of the inventive material (in its native state or
having had magnetite removed) produce super heat-resistant alloys when
combined with suitable metals as exemplified above. These super
heat-resistant metal alloys can be made to withstand temperatures of
30,000.degree. F. or higher, depending upon the metal chosen and desired
level of temperature resistance. For example, in the same sample made
using aluminum as the metal as mentioned immediately above, an approximate
ten-fold increase in the temperature resistance was demonstrated. That is,
aluminum is known to have a melting point of about 1,220.degree. F. and a
vapor point of about 4,472.degree. F. However, the aluminum/inventive
material alloy formed in the proportions of 100/3 parts by weight had a
melting point of approximately 12,000.degree. F. Depending on the
proportions of metal and inventive material used, increase in temperature
resistance for the alloy has been demonstrated to range from about 5 to 12
times the temperature resistance of the metal alone. A ten-fold increase
in temperature resistance is typical. For example, in another example
using steel as the metal (steel is known to have a melting point of about
2,100.degree. F.) an alloy was formed using the inventive material of the
present invention in its native state in an amount of about 3 parts by
weight per 100 parts of steel. The resulting alloy had a melting point of
about 21,000.degree. F. Similar results were observed using stainless
steel (2,500.degree. F. melting point) when converted into an alloy
material with the inventive material (melting point of alloy was about
25,000.degree. F.). Further, in an example using 100 parts titanium as the
metal and 3 weight parts of the inventive material in its native state,
the resulting melting point of the alloy was measured in an electron beam
furnace as close to 30,000.degree. F., whereas titanium is known to have a
melting point of approximately 3,047.degree. F. and a normal vapor point
of 5,900.degree. F.
The above-described alloy materials having increased tensile strength and
temperature-resistance have also been demonstrated to be more highly
resistant to acids and corrosion than the metals alone.
The inventive material in its native state or a state from which magnetite
has been removed, or in an alloy form with a suitable metal, has been
determined to display important conductivity properties. In other words,
depending on the type of metal selected and the quantities of the
inventive material used, a material is obtained which can be either
conductive or non-conductive. That is, metals are typically conductors,
but when combined with the inventive material to form an alloy, the metal
can be converted into a non-conductive material under appropriate
conditions. Since the inventive material is non-conductive in its native
state, relatively high proportions of the inventive material vis-a-vis the
metal component can produce exceptionally versatile alloys with little or
no conductivity. Such non-conductive or low-conductive materials have
wide-ranging applications, for example, as computer boards, substrates,
integrated circuit materials, etc. On the other hand, using the inventive
material in relatively low quantities with respect to the metal component
to produce the types of heat-resistant, increased tensile strength alloys
mentioned above can in certain cases increase the conductivity of the
metal to form super-conductive materials.
The inventive material in its native state, in a state from which magnetite
has been removed or in a suitable alloy form, is capable of generating
heat under reduced pressure conditions in a controlled environment. For
example, in any of those forms, if a sample of the material is placed in a
vacuum furnace chamber subjected to reduced, sub-atmospheric pressure or
vacuum conditions by removing the ambient air, the material generates heat
under such reduced pressure conditions. When the sample is returned to
atmospheric pressure and ambient conditions, the heat generation
dissipates. The generation of heat is believed to be due to a cold fusion
and/or warm fusion reaction involving the inventive material due to such
reduced pressure or vacuum conditions. The heat-generating ability of the
inventive material under these conditions can be observed by placing a
sample of the material in a glass jar with an attached vacuum pump,
removing the ambient air to create a vacuum environment inside the glass
jar, and after a short while, the exterior surface of the glass jar
becomes hot. For example, a Sprengel mercury vacuum pump can create a
reduced pressure inside the controlled environment on the order of 0.001
mmHg. Thus, the inventive material described herein is essentially capable
of generating heat under reduced pressure conditions, which property can
be used in a wide variety of practical applications.
The inventive material in its native or alloy states can also be used in
insulation applications, extinguishing of fires, or in the cleanup and
removal of oil and fuel spills on land or water. When sprinkled over fire,
the inventive material (crushed) has been shown to smother flames and
contain smoke.
Both the alloy and the native material can be used as a catalyst in a
self-contained burner, furnace, or incinerator whether in private or
commercial applications. The exhaust stack is piped back into the air feed
or fire box areas, or the exhaust of combination engines is piped back
into intake areas or carburetor areas. In this case, a closed system is
obtained with no exhaust emissions. Fuels such as all fossil fuels,
garbage, wood, plastics, tires, coal, hospital wastes, certain toxic
wastes, or any material organic or inorganic which is combustible can have
a self-contained system with no emissions. For example, the inventive
material can be made into grates for insertion into fireboxes to reduce
noxious emissions as described above. The grates can be made by combining
the inventive material with a ceramic material as described above, or with
a non-ferrous metal to form an alloy. Such a firebox grate would eliminate
the need for a stack or scrubbers.
While the invention has been described in detail and with reference to a
specific embodiment thereof, it will be apparent to one skilled in the art
that various changes and modifications can be made therein without
departing from the spirit and scope thereof.
Top